JP5920139B2 - Driving support device - Google Patents

Description

  The present invention relates to a technical field of a driving support device that supports driving of a vehicle, for example.

  In recent years, development of a driving support device that supports safe or comfortable driving of a vehicle has been promoted. For example, Japanese Patent Laid-Open No. 2004-151867 supports driving of a host vehicle that is about to enter a target lane from a currently traveling lane (that is, a lane change) (for example, a safe lane change to a target lane). A driving support device is disclosed. Specifically, in Patent Document 1, the time when the host vehicle changes lanes according to the vehicle speed of the front vehicle on the traveling lane in which the host vehicle is traveling, and the vehicle speeds of the front vehicle and the rear vehicle of the adjacent lane, respectively. A travel support device that performs acceleration control is disclosed.

  In addition, Patent Documents 2 to 4 are cited as prior art related to the present invention. In Patent Document 2, when supporting the traveling of the host vehicle that interrupts between two vehicles traveling in the adjacent lane and changes the lane, the lane becomes smaller as the distance between the two vehicles traveling in the adjacent lane becomes narrower. A travel support device that performs steering support of the host vehicle is disclosed so that the steering speed for the change becomes slow. Patent Literature 3 predicts the influence of the lane change of the own vehicle on the rear vehicle after the lane change and the influence of the influence on the rear vehicle on the traffic flow in the lane of the lane change destination. A travel support device that determines whether or not a change is possible is disclosed. Patent Document 4 discloses a travel support device that determines whether or not the lane of the host vehicle can be changed according to the relative acceleration of a rear vehicle that approaches the lane of the host vehicle from which the lane is changed from behind.

JP 2012-1042 A JP 2006-76568 A JP 2011-186737 A JP 2010-115959 A

  However, while the vehicle is changing lanes, there is a possibility that the traveling status of the front vehicle and the rear vehicle that are traveling in the lane to which the lane is changed will change.

  For example, as the vehicle speed of the rear vehicle increases while the host vehicle is changing lanes, the inter-vehicle distance between the host vehicle and the rear vehicle becomes shorter than when the lane change is started. Situations can arise. However, since the lane change according to the acceleration determined at the time of starting the lane change is continuously performed in the travel support device disclosed in Patent Document 1 described above, when the host vehicle completes the lane change, A situation may occur in which the host vehicle and the rear vehicle are reasonably close to each other. Therefore, depending on the case, smooth driving | running | working of the own vehicle or another vehicle may also be prevented. On the other hand, canceling the lane change of the host vehicle due to such an increase in the vehicle speed of the rear vehicle may be an example of a countermeasure. However, since the lane change is canceled in the middle of the lane change, in some cases, the smooth running of the host vehicle or another vehicle may be hindered.

  Or, as the vehicle speed of the front vehicle decreases while the host vehicle is changing lanes, the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than when the lane change is started. Situations can arise. In this case, since the lane change according to the acceleration determined at the time of starting the lane change is continuously performed in the travel support device disclosed in Patent Document 1 described above, when the host vehicle completes the lane change. A situation may occur in which the host vehicle and the vehicle ahead are reasonably close. Therefore, depending on the case, smooth driving | running | working of the own vehicle or another vehicle may also be prevented. On the other hand, canceling the lane change of the host vehicle due to such a decrease in the vehicle speed of the preceding vehicle may be an example of a countermeasure. However, since the lane change is canceled in the middle of the lane change, in some cases, the smooth running of the host vehicle or another vehicle may be hindered.

  The present invention has been made in view of the above problems, for example, and an object of the present invention is to propose a travel support device capable of supporting smooth travel of a vehicle.

<1>
The first travel support device is a travel support device that supports travel of the host vehicle that is about to change lanes from a first lane to a second lane different from the first lane, and the first lane support device A calculation unit that calculates a target track of the host vehicle when the lane is changed to two lanes, and the host vehicle is driven so that the host vehicle travels along the target track calculated by the calculation unit. Support means for supporting the vehicle, and while the support means supports the traveling of the host vehicle, the rear vehicle traveling in the second lane from behind the host vehicle catches up with the host vehicle. If the required time is less than a predetermined threshold, the calculation means recalculates the target track so that the final destination point of the target track moves forward along the traveling direction of the host vehicle. .

  According to the first travel support device, it is possible to assist the host vehicle traveling in the first lane from entering the first lane to the second lane (that is, changing the lane). The travel support device includes a calculation unit and a support unit in order to support the lane change of the host vehicle from the first lane to the second lane.

  The calculating means calculates the target track of the host vehicle when changing the lane from the first lane to the second lane. The “target track” means an ideal, suitable or appropriate travel route in which the host vehicle preferably travels when changing lanes from the first lane to the second lane. For example, the calculation means are a start point (typically a point on the first lane) where the lane change starts and an end point (typically a point on the second lane) where the lane change ends, which will be described later. The final destination point) may be set, and then the travel route that arrives at the desired time from the start point to the end point may be calculated as the target trajectory. In addition, the calculation unit may calculate a travel route such that acceleration (for example, lateral acceleration and vertical acceleration) applied to the vehicle as the lane changes become as small as possible as the target track.

  The support means supports the traveling of the host vehicle so that the host vehicle travels along the target track calculated by the calculating unit. For example, the support means supports the traveling of the host vehicle by controlling the acceleration (in other words, the vehicle speed) of the host vehicle, the steering angle, and the like. As a result, the host vehicle can travel along the target track. As a result, the host vehicle can change lanes from the first lane to the second lane.

  Particularly in the first travel support device, the calculation means travels a rear vehicle that is traveling in the second lane and traveling behind the host vehicle while the support means assists the host vehicle in traveling. Whether to recalculate the target trajectory once calculated is determined according to the situation. In other words, the calculation means calculates the target once calculated when the driving state of the rear vehicle traveling in the second lane is in a specific state while the support means supports the traveling of the host vehicle. Recalculate the trajectory. Furthermore, in other words, the calculating means is such that the relative positional relationship between the rear vehicle traveling in the second lane and the own vehicle is a specific relationship while the assisting device assists the traveling of the own vehicle. If this happens, the target trajectory once calculated is recalculated.

  Specifically, the calculation means recalculates the target trajectory once calculated according to the time required for the rear vehicle to catch up with the host vehicle. More specifically, the calculation means recalculates the target trajectory once calculated when the time required for the rear vehicle to catch up with the host vehicle is less than a predetermined threshold. At this time, the calculating means recalculates the target trajectory so that the final destination point of the target trajectory (that is, the end point at which the lane change is finished) moves forward along the traveling direction of the host vehicle. In other words, the calculation means recalculates the target trajectory so that the final destination point of the target trajectory moves in a direction away from the rear vehicle. Furthermore, in other words, the calculation means calculates the target track so that the inter-vehicle distance between the host vehicle and the rear vehicle at the time when the host vehicle completes the lane change is widened compared to the case where the target track is not calculated again. Is recalculated.

  Here, when the time required for the rear vehicle to catch up with the host vehicle is less than the predetermined threshold, the inter-vehicle distance between the host vehicle and the rear vehicle is relative when the host vehicle completes the lane change. There is a high possibility that it has become smaller. On the other hand, in order to realize smooth travel of both the host vehicle and the rear vehicle, the distance between the host vehicle and the rear vehicle becomes relatively large when the host vehicle completes the lane change. It is preferable (for example, the own vehicle and the rear vehicle are separated by a certain distance). From this point of view, the calculation means recalculates the target trajectory so that the final destination point of the target trajectory moves forward along the traveling direction of the host vehicle. As a result, when the lane change of the host vehicle is completed, there is a high possibility that the inter-vehicle distance between the host vehicle and the rear vehicle is relatively large. Therefore, even when the time required for the rear vehicle to catch up with the host vehicle is less than the predetermined threshold, even if the host vehicle changes lanes, smooth travel of both the host vehicle and the rear vehicle is realized.

  Thus, according to the first travel support device, smooth travel of the host vehicle and the rear vehicle is realized. As a result, smooth running of other vehicles running around the host vehicle and the rear vehicle is also indirectly realized.

  The calculating means does not have to recalculate the target trajectory once calculated when the time required for the rear vehicle to catch up with the host vehicle does not become less than the predetermined threshold (that is, exceeds the predetermined threshold). This is because if the time required for the rear vehicle to catch up with the host vehicle does not fall below the predetermined threshold, the inter-vehicle distance between the host vehicle and the rear vehicle is relative when the host vehicle completes the lane change. This is because the possibility of being small is small. In other words, if the time required for the rear vehicle to catch up with the host vehicle does not fall below the predetermined threshold, the host vehicle and the rear vehicle are separated by a certain distance when the host vehicle completes the lane change. This is because the possibility is high.

  However, the calculation means may calculate the target trajectory once calculated even when the time required for the vehicle behind to catch up with the host vehicle does not become less than the predetermined threshold (that is, exceeds the predetermined threshold). Good.

  In addition, the rear vehicle is preferably a vehicle that is traveling at a position that can affect the traveling of the host vehicle (typically, a position close to the host vehicle). For example, the rear vehicle is preferably a vehicle that is traveling in a position close to the own vehicle to such an extent that a change in the traveling state of the rear vehicle can affect the traveling state of the own vehicle. Specifically, for example, the rear vehicle is a vehicle that is traveling in a position that is close to the host vehicle to such an extent that a change in the driving condition of the rear vehicle affects the lane change of the host vehicle to the second lane. is there.

  Further, the time required for the rear vehicle to catch up with the host vehicle is typically obtained by dividing the inter-vehicle distance between the host vehicle and the rear vehicle by the relative vehicle speed of the rear vehicle based on the vehicle speed of the host vehicle. This is the time that can be obtained. Such a required time substantially coincides with a time margin for collision (TTC: Time To Collision). However, the time obtained by using other methods may be used as the time required for the rear vehicle to catch up with the host vehicle.

  The “threshold value” is an appropriate value from the viewpoint that it is possible to realize a state in which the inter-vehicle distance between the host vehicle and the rear vehicle is relatively large when the host vehicle completes the lane change. Is preferably set as appropriate.

  In addition, the time required for the rear vehicle to catch up with the host vehicle is not limited to a predetermined threshold, and the inter-vehicle distance between the host vehicle and the rear vehicle when the host vehicle completes the lane change (or Depending on the possibility of a collision between the host vehicle and the rear vehicle, the calculation means may calculate the target track again so that the final destination point of the target track moves forward along the traveling direction of the host vehicle. Good. For example, the inter-vehicle distance between the host vehicle and the rear vehicle when the host vehicle completes the lane change is less than a predetermined distance (or the possibility of collision between the host vehicle and the rear vehicle is a predetermined frequency or more). In this case, the calculation unit may recalculate the target track so that the final destination point of the target track moves forward along the traveling direction of the host vehicle. However, the distance between the host vehicle and the rear vehicle when the host vehicle completes the lane change (or the possibility of collision between the host vehicle and the rear vehicle) is required for the rear vehicle to catch up with the host vehicle. It is closely related to the time required. For this reason, the operation related to recalculation of the target track according to the inter-vehicle distance between the host vehicle and the rear vehicle (or the possibility of collision between the host vehicle and the rear vehicle) when the host vehicle completes the lane change. Is substantially the same as the operation related to the recalculation of the target trajectory according to the time required for the rear vehicle to catch up with the host vehicle.

<2>
In another aspect of the first travel support apparatus, the calculating means is configured such that an inter-vehicle distance between the host vehicle and the rear vehicle when the host vehicle reaches the final destination point of the target track is a predetermined distance. The target trajectory is recalculated so as to achieve the above.

  According to this aspect, when the lane change of the host vehicle is completed, the inter-vehicle distance between the host vehicle and the rear vehicle becomes a predetermined distance or more (that is, relatively increases). Therefore, even when the host vehicle changes lanes when the time required for the rear vehicle to catch up with the host vehicle is less than the predetermined threshold, smooth travel of both the host vehicle and the rear vehicle is realized. As a result, smooth running of other vehicles running around the host vehicle and the rear vehicle is also indirectly realized.

<3>
The second travel support device is a travel support device that supports the travel of the host vehicle that is about to change the lane from the first lane to a second lane different from the first lane. A calculation unit that calculates a target track of the host vehicle when the lane is changed to two lanes, and the host vehicle is driven so that the host vehicle travels along the target track calculated by the calculation unit. And supporting means for supporting the vehicle until the host vehicle catches up with the preceding vehicle traveling in the second lane so that the host vehicle precedes the host vehicle while the supporting unit supports the traveling of the host vehicle. When the required time is less than a predetermined threshold, the calculation means recalculates the target track so that the final destination point of the target track moves backward along the traveling direction of the host vehicle. .

  According to the second travel support device, as in the first travel support device described above, the support means supports the travel of the host vehicle so that the host vehicle travels along the target track calculated by the calculation unit. To do. Accordingly, the host vehicle can travel along the target track, and as a result, the lane can be changed from the first lane to the second lane.

  Particularly in the second travel support device, the calculation means travels the front vehicle traveling in the second lane and traveling in front of the own vehicle while the support means assists the travel of the own vehicle. Whether to recalculate the target trajectory once calculated is determined according to the situation. In other words, the calculation means calculates the target once calculated when the driving situation of the front vehicle traveling in the second lane is in a specific state while the support means supports the traveling of the host vehicle. Recalculate the trajectory. Furthermore, in other words, the calculating means is configured such that the relative positional relationship between the preceding vehicle traveling in the second lane and the own vehicle is a specific relationship while the assisting device assists the traveling of the own vehicle. If this happens, the target trajectory once calculated is recalculated.

  Specifically, the calculation means recalculates the target trajectory once calculated according to the time required for the host vehicle to catch up with the preceding vehicle. More specifically, the calculation means recalculates the target trajectory once calculated when the time required for the host vehicle to catch up with the vehicle ahead is less than a predetermined threshold. At this time, the calculation means recalculates the target trajectory so that the final destination point of the target trajectory (that is, the end point at which the lane change is finished) moves rearward along the traveling direction of the host vehicle. In other words, the calculation means recalculates the target trajectory so that the final destination point of the target trajectory moves in a direction away from the preceding vehicle. Furthermore, in other words, the calculation means calculates the target trajectory so that the inter-vehicle distance between the host vehicle and the preceding vehicle at the time when the host vehicle completes the lane change is larger than when the target track is not recalculated. Is recalculated.

  Here, if the time required for the host vehicle to catch up with the preceding vehicle is less than the predetermined threshold, the inter-vehicle distance between the host vehicle and the preceding vehicle is relative when the host vehicle completes the lane change. There is a high possibility that it has become smaller. On the other hand, in order to realize smooth travel of both the host vehicle and the preceding vehicle, the distance between the host vehicle and the preceding vehicle becomes relatively large when the host vehicle completes the lane change. It is preferable (for example, the own vehicle and the preceding vehicle are separated by a certain distance). From this viewpoint, the calculation means recalculates the target track so that the final destination point of the target track moves backward along the traveling direction of the host vehicle. As a result, when the lane change of the host vehicle is completed, there is a high possibility that the inter-vehicle distance between the host vehicle and the preceding vehicle is relatively large. Therefore, even when the time required for the preceding vehicle to catch up with the own vehicle is less than the predetermined threshold, even if the own vehicle changes lanes, smooth travel of both the own vehicle and the preceding vehicle is realized.

  In this way, according to the second travel support device, smooth travel of the host vehicle and the preceding vehicle is realized as in the first travel support device. As a result, smooth traveling of other vehicles traveling around the host vehicle and the preceding vehicle is also indirectly realized.

  The calculating means does not have to recalculate the target trajectory once calculated when the time required for the host vehicle to catch up with the preceding vehicle does not become less than the predetermined threshold (that is, exceeds the predetermined threshold). This is because if the time required for the host vehicle to catch up with the preceding vehicle does not fall below the predetermined threshold, the inter-vehicle distance between the host vehicle and the preceding vehicle is relative when the host vehicle completes the lane change. This is because the possibility of being small is small. In other words, if the time required for the host vehicle to catch up with the preceding vehicle does not fall below the predetermined threshold, the host vehicle and the preceding vehicle are separated by a certain distance when the host vehicle completes the lane change. This is because the possibility is high.

  However, the calculation means may calculate the target trajectory once calculated even when the time required for the host vehicle to catch up with the preceding vehicle does not become less than the predetermined threshold (that is, exceeds the predetermined threshold). Good.

  Further, the front vehicle is preferably a vehicle that is traveling at a position that can affect the traveling of the host vehicle (typically, a position that is close to the host vehicle). For example, the front vehicle is preferably a vehicle that is traveling in a position that is close to the host vehicle to such an extent that a change in the driving state of the front vehicle can affect the driving state of the host vehicle. Specifically, for example, the front vehicle is a vehicle that is traveling in a position that is close to the host vehicle to such an extent that a change in the driving condition of the front vehicle affects the lane change of the host vehicle to the second lane. is there.

  The time required for the host vehicle to catch up with the preceding vehicle is typically obtained by dividing the inter-vehicle distance between the host vehicle and the preceding vehicle by the relative vehicle speed of the host vehicle based on the vehicle speed of the preceding vehicle. This is the time that can be obtained. Such a required time substantially coincides with a time margin for collision (TTC: Time To Collision). However, the time obtained by using other methods may be used as the time required for the host vehicle to catch up with the preceding vehicle.

  In addition, the “threshold value” is an appropriate value from the viewpoint that it is possible to realize a state in which the inter-vehicle distance between the host vehicle and the preceding vehicle is relatively large when the host vehicle completes the lane change. Is preferably set as appropriate.

  In addition, the time required for the host vehicle to catch up with the preceding vehicle is not limited to a predetermined threshold, and the inter-vehicle distance between the host vehicle and the preceding vehicle at the time when the host vehicle completes the lane change (or Depending on the possibility of a collision between the host vehicle and the preceding vehicle, the calculation means may calculate the target track again so that the final destination point of the target track moves backward along the traveling direction of the host vehicle. Good. For example, the distance between the host vehicle and the preceding vehicle when the host vehicle completes the lane change is less than a predetermined distance (or the possibility of collision between the host vehicle and the preceding vehicle is a predetermined frequency or more). In this case, the calculation means may recalculate the target track so that the final destination point of the target track moves rearward along the traveling direction of the host vehicle. However, the distance between the host vehicle and the preceding vehicle at the time when the host vehicle completes the lane change (or the possibility of collision between the host vehicle and the preceding vehicle) is required until the host vehicle catches up with the preceding vehicle. It is closely related to the time required. Therefore, the operation related to recalculation of the target track according to the inter-vehicle distance between the own vehicle and the preceding vehicle (or the possibility of collision between the own vehicle and the preceding vehicle) at the time when the own vehicle completes the lane change. Is substantially the same as the operation related to recalculation of the target trajectory according to the time required for the host vehicle to catch up with the preceding vehicle.

<4>
In another aspect of the second travel support apparatus, the calculating means is configured such that an inter-vehicle distance between the host vehicle and the preceding vehicle when the host vehicle reaches the final destination point of the target track is a predetermined distance. The target trajectory is recalculated so as to achieve the above.

  According to this aspect, when the lane change of the host vehicle is completed, the inter-vehicle distance between the host vehicle and the preceding vehicle becomes equal to or greater than a predetermined distance (that is, relatively increases). Therefore, even when the own vehicle changes lanes when the time required for the preceding vehicle to catch up with the own vehicle is less than the predetermined threshold, smooth running of both the own vehicle and the preceding vehicle is realized. As a result, smooth traveling of other vehicles traveling around the host vehicle and the preceding vehicle is also indirectly realized.

  The operation and other advantages of the present invention will become more apparent from the following description of the preferred embodiments.

It is a block diagram which shows the structure of the vehicle of this embodiment. It is a top view which shows an example of the driving | running | working condition of a vehicle in case the 1st operation example relevant to lane change assist control is performed. It is a flowchart which shows the flow of the 1st operation example (especially 1st operation example relevant to lane change assist control) which the vehicle of this embodiment performs. It is a top view which shows the aspect of correction | amendment of a final point and a target track | truck schematically with the driving | running state of the own vehicle and a back vehicle. It is a top view which shows an example of the driving | running | working condition of a vehicle in case the 2nd operation example relevant to lane change assist control is performed. It is a flowchart which shows the flow of the 2nd operation example (especially 2nd operation example relevant to lane change assist control) which the vehicle of this embodiment performs. It is a top view which shows the aspect of a correction | amendment of a final point and a target track | truck schematically with the driving | running state of the own vehicle and a front vehicle.

  Hereinafter, an embodiment in which a travel support device of the present invention is applied to a vehicle 1 will be described with reference to the drawings.

(1) Configuration of Vehicle First, the configuration of the vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the configuration of the vehicle 1 of the present embodiment. FIG. 1 shows the configuration of the vehicle 1 focusing on the configuration requirements related to the present invention for the sake of simplicity. Therefore, it goes without saying that the vehicle 1 may have other constituent requirements than those shown in FIG.

  As shown in FIG. 1, the vehicle 1 includes a GPS receiver 11, a vehicle detector 12, a memory 13, and an ECU (Electronic Control Unit) 100 that is an example of a “driving support device”.

  The GPS receiver 11 receives GPS radio waves radiated from GPS satellites (not shown). The GPS receiver 11 transfers a GPS signal obtained by receiving GPS radio waves to the ECU 100. As a result, the ECU 100 can recognize the current position of the vehicle 1 by analyzing the GPS signal.

  The vehicle detector 12 detects other vehicles (for example, a rear vehicle C2 described later with reference to FIG. 2 or a forward vehicle C3 described with reference to FIG. 5) located around the vehicle 1. As the vehicle detector 12, a camera installed at the front, side or rear of the vehicle 1 for photographing other vehicles, a millimeter wave radar for emitting millimeter waves for detecting the presence of other vehicles, An example is an inter-vehicle communication device that detects another vehicle by communicating with another vehicle or a roadside device. The detection result of the vehicle detector 12 (for example, a camera shooting result, a millimeter wave radar detection result, a communication record in an inter-vehicle communication device, etc.) is transferred to the ECU 100. As a result, the ECU 100 can recognize the current position of the other vehicle, the vehicle speed, and the like by analyzing the detection result of the vehicle detector 12.

  The memory 13 is a storage device capable of storing information permanently or temporarily. Examples of the memory 13 include ROM, RAM, flash memory, hard disk, and the like. Particularly in the present embodiment, the memory 13 stores map information. The map information stored in the memory 13 is referred to by the ECU 100 as appropriate. As a result, the ECU 100 can recognize the road condition (for example, the shape of the travel lane, the number of travel lanes, and the like) at the current position where the vehicle 1 is traveling.

  Note that the ECU 100 may refer to map information downloaded via a network line (not shown) in addition to or instead of the map information stored in the memory 13. In this case, the memory 13 may not store the map information.

  The ECU 100 includes, as a physical processing circuit or a logical processing block, a situation recognition unit 110, another vehicle determination unit 120, a target trajectory calculation unit 130 that is an example of a “calculation unit”, and “ And a vehicle control unit 140 which is an example of “support means”.

  The situation recognizing unit 110 is based on a GPS signal transferred from the GPS receiver 11 or a detection result of an arbitrary sensor (for example, a vehicle speed sensor) included in the vehicle 1. Recognize the current position. In addition, the situation recognition unit 110 recognizes the running situation of other vehicles located around the vehicle 1 (for example, the current position and the vehicle speed of the other vehicles) based on the detection result of the vehicle detector 12 and the like. In particular, it is preferable that the situation recognition unit 110 recognizes the running situation of another vehicle that is running on the target lane LT that is the running lane that the vehicle 1 is about to change lanes (in other words, that is about to enter). In addition, the situation recognition unit 110 refers to the map information stored in the memory 13, so that the road situation at the current position where the vehicle 1 is traveling (for example, the shape of the traveling lane, the number of traveling lanes, etc. )

  The other vehicle determination unit 120 calculates a time tc1 required for another vehicle (that is, a rear vehicle C2 described later with reference to FIG. 2) traveling on the target lane LT from behind the vehicle 1 to catch up with the vehicle 1. To do. At this time, the other vehicle determination unit 120 is based on at least one of the traveling state of the vehicle 1 recognized by the situation recognition unit 110, the traveling state of the other vehicle, and the road state of the current position where the vehicle 1 is traveling. The required time tc1 is calculated. In addition, the other vehicle determination unit 120 determines whether or not the calculated required time tc1 is equal to or less than a predetermined threshold th1.

  In addition, the other vehicle determination unit 120 is required until the vehicle 1 catches up with another vehicle traveling in the target lane LT so that the vehicle 1 precedes the vehicle 1 (that is, a forward vehicle C3 described later with reference to FIG. 5). The required time tc2 is calculated. At this time, the other vehicle determination unit 120 is based on at least one of the traveling state of the vehicle 1 recognized by the situation recognition unit 110, the traveling state of the other vehicle, and the road state of the current position where the vehicle 1 is traveling. The required time tc2 is calculated. In addition, the other vehicle determination unit 120 determines whether or not the calculated required time tc2 is equal to or less than a predetermined threshold th2.

  The other vehicle determination unit 120 calculates the time tc1 required for another vehicle (for example, the rear vehicle C2) to catch up with the vehicle 1, while the vehicle 1 catches up to the other vehicle (for example, the front vehicle C3). It is not necessary to calculate the required time tc2 required for. Alternatively, the other vehicle determination unit 120 does not calculate the time required for the other vehicle (for example, the rear vehicle C2) to catch up with the vehicle 1 while the vehicle 1 catches up with the other vehicle (for example, the front vehicle C3). The time required tc2 may be calculated. That is, the other vehicle determination unit 120 requires the time tc1 required for another vehicle (for example, the rear vehicle C2) to catch up with the vehicle 1 and the time tc2 required for the vehicle 1 to catch up with the other vehicle (for example, the front vehicle C3). What is necessary is just to calculate at least one of these.

  The target trajectory calculation unit 130 calculates a target trajectory T that is a trajectory on which the vehicle 1 should travel. In particular, in the present embodiment, the target trajectory calculation unit 130 calculates a target trajectory on which the vehicle 1 whose lane is changed from the currently traveling lane L1 to the target lane LT should travel. The target trajectory calculation unit 130 is, for example, at least one of the travel status of the vehicle 1 recognized by the status recognition unit 110, the travel status of the other vehicle, and the road status of the current position where the vehicle 1 is traveling, and the other vehicle. Based on the determination result of the determination unit 120 (that is, at least one of the determination result whether the required time tc1 is equal to or less than the predetermined threshold th1 and the determination result whether the required time tc2 is equal to or less than the predetermined threshold th2), A target trajectory T is calculated. The detailed operation of the target trajectory calculation unit 130 will be described later in detail (see FIGS. 3 and 6).

  The vehicle control unit 140 performs assist control for supporting the traveling of the vehicle 1. In particular, in the present embodiment, the vehicle control unit 140 changes the lane from the travel lane L1 of the vehicle 1 to the target lane LT so that the vehicle 1 travels along the target track T calculated by the target track calculation unit 130. Assist control for assisting (so-called lane change assist control) is performed.

(2) Operation of Vehicle Next, with reference to FIG. 2 to FIG. 7, the operation performed by the vehicle 1 of the present embodiment (particularly, operation related to lane change assist control) will be described.

(2-1) First Operation Example of Lane Change Assist Control First , referring to FIGS. 2 to 4, a first operation example performed by the vehicle 1 of the present embodiment (particularly, a first operation related to lane change assist control). Description of the operation example) will proceed.

(2-1-1) Example of Driving Status of Vehicle 1 First, an example of the driving status of the vehicle 1 when the first operation example related to the lane change assist control is performed will be described with reference to FIG. . FIG. 2 is a plan view showing an example of the traveling state of the vehicle 1 when the first operation example related to the lane change assist control is performed.

  As shown in FIG. 2, for example, the vehicle 1 traveling in the travel lane L1 (the host vehicle C1 in FIG. 2) changes the lane to the target lane LT that is the travel lane immediately to the right of the travel lane L1. When this is done (see the alternate long and short dash line path in FIG. 2), the first operation example related to the lane change assist control of this embodiment is performed.

  In particular, the first operation example is an operation that is executed under the situation where the rear vehicle C2 located behind the host vehicle C1 along the traveling direction of the host vehicle C1 is traveling on the target lane LT. Here, when the rear vehicle C2 is traveling in the target lane LT, it is preferable that the lane change assist control is performed while maintaining smooth travel of both the host vehicle C1 and the rear vehicle C2. Accordingly, the ECU 100 according to the present embodiment assists the lane change of the host vehicle C1 to the target lane LT, and the target track of the host vehicle C1 according to the traveling state of the rear vehicle C2 traveling on the target lane LT. Is preferably calculated.

  However, while the lane change assist control is being executed so that the host vehicle C1 travels along the target trajectory once calculated, the traveling state of the rear vehicle C2 may change. For example, the vehicle speed V2 of the rear vehicle C2 may increase while the lane change assist control is being executed so that the host vehicle C1 travels along the calculated target track. In this case, in the initially calculated target track, there is a possibility that the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed is relatively small. On the other hand, in order to maintain smooth travel of both the host vehicle C1 and the rear vehicle C2, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time of completion of the lane change is relatively large. It is preferable that the host vehicle C1 and the rear vehicle C2 are separated by a certain distance (for example). Therefore, according to the flowchart shown in FIG. 3 described later, the ECU 100 according to the present embodiment monitors in real time the time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 even during the lane change assist control. By doing so, the target trajectory of the host vehicle C1 is recalculated.

  Note that FIG. 2 merely illustrates an example of the traveling situation, and there is no intention to exclude the presence of vehicles other than the host vehicle C1 and the rear vehicle C2. However, it is preferable that the road on which the host vehicle C1 is traveling includes two or more lanes.

  In the following description, it is assumed that the vehicle speed of the host vehicle C1 is V1, and the vehicle speed of the rear vehicle C2 is V2. Further, the description will be given assuming that the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 is the current position of the host vehicle C1−the current position of the rear vehicle C2 = La. Any parameter takes a positive value toward the front side in the traveling direction of the host vehicle C1.

(2-1-2) Flow of First Operation Example Next, referring to FIG. 3, a first operation example performed by the vehicle 1 of the present embodiment (particularly, a first operation example related to lane change assist control). The flow will be described. FIG. 3 is a flowchart showing a flow of a first operation example (particularly, a first operation example related to lane change assist control) performed by the vehicle 1 of the present embodiment.

  In the following, for the sake of convenience of explanation, the flow of the first operation example performed by the host vehicle C1 in the traveling state shown in FIG. 2 will be described as an example. However, it goes without saying that the first operation example described below may be performed even if the vehicle 1 is different from the host vehicle C1 in the traveling state shown in FIG.

  As shown in FIG. 3, the situation recognition unit 110 first detects the GPS signal transferred from the GPS receiver 11 and the detection result of an arbitrary sensor (for example, a vehicle speed sensor) provided in the host vehicle C1. The traveling state of the vehicle C1 (for example, the current position of the host vehicle C1) is recognized (step S111).

  Following the operation in step S <b> 111, the situation recognition unit 110 refers to the map information stored in the memory 13. At this time, the situation recognition unit 110 refers to the map information corresponding to the current position of the host vehicle C1 recognized in step S111. As a result, the situation recognition unit 110 recognizes the road situation (for example, the shape of the running lane, the number of running lanes, and the like) at the current position where the host vehicle C1 is running (step S112).

  Following the operation of step S111 and step S112, the situation recognizing unit 110 of the rear vehicle C2 traveling in the target lane LT based on the detection result of the vehicle detector 12 or the like, in parallel or in parallel. A travel situation (for example, the current position and vehicle speed of the rear vehicle C2) is recognized (step S113).

  Thereafter, the target trajectory calculation unit 130 calculates the final point Ye of the target trajectory T (that is, the point at which the lane change of the host vehicle C1 ends, in other words, the point at which the lane change of the host vehicle C1 ends) Ye (step S131). ). For example, the target track calculation unit 130 may calculate a final point Ye that can maintain a relatively large inter-vehicle distance between the host vehicle C1 and the rear vehicle C2. Alternatively, the target trajectory calculation unit 130 calculates the final point Ye where an appropriate (in other words, safe) lane change can be realized in consideration of the vehicle speed V1 of the host vehicle C1 and the time required for the lane change. Also good.

  Thereafter, the target trajectory calculation unit 130 calculates a target trajectory T toward the final point Ye (step S132). For example, the target trajectory calculation unit 130 moves from the start point (typically, the point on the travel lane L1 and the current position of the host vehicle C1) to start the lane change to the final point Ye calculated in step S131. The travel route that arrives at a desired time may be calculated as the target trajectory T. In addition, the target track calculation unit 130 determines a travel route in which acceleration (for example, lateral acceleration and vertical acceleration) applied to the host vehicle C1 with the lane change is minimized (preferably minimized), The target trajectory T may be calculated.

  Thereafter, the vehicle control unit 140 performs assist control (so-called lane change assist control) for assisting the lane change of the host vehicle C1 to the target lane LT (step S141). That is, the vehicle control unit 140 performs lane change assist control so that the host vehicle C1 travels along the target track T calculated in step S132.

  Hereinafter, the vehicle control unit 140 continues the lane change assist control until the lane change from the travel lane L1 of the host vehicle C1 to the target lane LT is completed (step S142).

  Further, in the first operation example, while the lane change assist control is being performed by the vehicle control unit 140, the following operations from step S121 to step S122 and from step S133 to step S134 are appropriately performed.

  Specifically, the other vehicle determination unit 120 calculates a required time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 (step S121). Here, the other vehicle determination unit 120 uses the following formula: required time tc1 = inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 / relative vehicle speed of the rear vehicle C2 with respect to the host vehicle C1 = La / (V2-V1). Thus, the required time tc1 may be calculated. However, the other vehicle lane change determination unit 120 may calculate the required time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 by other methods.

  Thereafter, the other vehicle determination unit 120 determines whether or not the required time tc1 calculated in step S121 is less than the predetermined threshold th1 (step S123). In addition, it is preferable that an appropriate value is appropriately set as the predetermined threshold th1 from the viewpoint of realizing smooth traveling of the host vehicle C1 and the rear vehicle C2. For example, the predetermined threshold th1 has a relatively large inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 when the host vehicle C1 finishes changing lanes (for example, a predetermined distance or more). From the viewpoint of realizing the state, it is preferable that an appropriate value is set as appropriate.

  As a result of the determination in step S122, when it is determined that the required time tc1 is less than the predetermined threshold th1 (step S122: Yes), the rear vehicle C2 is compared with the case where the required time tc1 is not less than the predetermined threshold th1. It is estimated that there is a possibility of catching up with the own vehicle C1 at a relatively early timing. That is, when it is determined that the required time tc1 is less than the predetermined threshold th1, the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed are compared with the case where the required time tc1 is not less than the predetermined threshold th1. There is a possibility that the distance between the vehicles is relatively small.

  For this reason, when it is determined that the required time tc1 is less than the predetermined threshold th1 (step S122: Yes), the target trajectory calculation unit 130 corrects the final point Ye calculated in step S131 (step S133). Specifically, in order to realize a state in which the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed, the target trajectory calculation unit 130 determines that the final point Ye is The final point Ye is corrected so as to move forward by a predetermined correction amount dY1 along the traveling direction of the host vehicle C1. That is, the target trajectory calculation unit 130 corrects the final point Ye using a mathematical formula of Ye = Ye + dY1. At this time, the correction amount dY may be, for example, a value calculated from a mathematical formula: (relative vehicle speed of the rear vehicle C2 with respect to the host vehicle C1) × (time t required to end the lane change based on the current time). . That is, the correction amount dY1 may be a value calculated from an equation (V2−V1) × t.

  Of course, it goes without saying that the correction amount dY1 may be calculated by other methods. That is, the target track calculation unit 130 realizes a state in which the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed is relatively large (for example, a predetermined distance or more). An arbitrary correction amount dY1 calculated from the viewpoint may be adopted.

  Thereafter, the target trajectory calculation unit 130 corrects the target trajectory T according to the final point Ye corrected in step S133 (step S134). That is, the target trajectory calculation unit 130 calculates the target trajectory T from the current position of the host vehicle C1 toward the corrected final point Ye (step S134). In step S134, the target trajectory calculation unit 130 corrects the target trajectory T in the same manner as in step S132 (that is, newly calculates).

  Here, the correction of the final point Ye and the target trajectory T will be described in more detail with reference to FIG. FIG. 4 is a plan view schematically showing how the final point Ye and the target trajectory T are corrected together with the traveling conditions of the host vehicle C1 and the rear vehicle C2.

  As shown in FIG. 4A, the host vehicle C1 follows the target trajectory T calculated in step S132 in FIG. 3 (that is, the target trajectory T toward the final point Ye calculated in step S131 in FIG. 3). The lane change shall be started.

  Thereafter, as shown in FIG. 4B, it is assumed that the vehicle speed V2 of the rear vehicle C2 increases while the host vehicle C1 is changing lanes along the target track T. Such a situation is likely to occur when the rear vehicle C2 is accelerating. As a result of the increase in the vehicle speed of the rear vehicle C2, it is assumed that the required time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 is less than the predetermined threshold th1.

  Therefore, as shown in FIG. 4C, the target trajectory calculation unit 130 sets the final point Ye so that the final point Ye moves forward by a predetermined correction amount dY1 along the traveling direction of the host vehicle C1. Correct it. In addition, the target trajectory calculation unit 130 corrects the target trajectory T. As a result, when the target track T is corrected, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed may be larger than when the target track is not corrected. I understand.

  In FIG. 3 again, on the other hand, as a result of the determination in step S122, when it is determined that the required time tc1 is not less than the predetermined threshold th1 (step S122: No), the required time tc1 is less than the predetermined threshold th1. In comparison, it is estimated that the rear vehicle C2 may catch up with the host vehicle C1 at a relatively late timing, or the rear vehicle C2 cannot catch up with the host vehicle C1. That is, when it is determined that the required time tc1 is not less than the predetermined threshold th1, the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed, compared to the case where the required time tc1 is less than the predetermined threshold th1. It is unlikely that the distance between the two is relatively small. Therefore, when it is determined that the required time tc1 is not less than the predetermined threshold th1 (step S122: No), the target trajectory calculation unit 130 does not need to correct the final point Ye of the target trajectory T. Therefore, the target trajectory calculation unit 130 does not have to correct the target trajectory T.

  When the target track T is corrected, the vehicle control unit 140 performs lane change assist control so that the host vehicle C1 travels along the target track T corrected in step S134 (step S141).

  As described above, in the first operation example, the ECU 100 changes the lane from the travel lane L1 toward the target lane LT based on the time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1. The final point Ye and the target trajectory T of the vehicle C1 can be corrected. More specifically, the ECU 100 determines that the final point Ye of the target track T is the own vehicle C1 in order to relatively increase the inter-vehicle distance between the own vehicle C1 and the rear vehicle C2 when the lane change is completed. The final point Ye and the target trajectory T can be corrected so as to move forward along the traveling direction. Therefore, when the target track T is corrected, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the lane change is completed is larger than when the target track is not corrected. Accordingly, even when the time required for the rear vehicle C2 to catch up with the host vehicle C1 is less than the predetermined threshold th1, the host vehicle C1 and the rear vehicle C2 can both travel smoothly even if the host vehicle C1 changes lanes. Realized. As a result, smooth traveling of other vehicles traveling around the host vehicle C1 and the rear vehicle C2 is also indirectly realized.

  In the above description, the target trajectory calculation unit 130 determines whether the final point Ye and the required time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 are less than the predetermined threshold th1. The target trajectory T is corrected. However, in addition to or instead of the determination result of whether or not the required time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 is less than the predetermined threshold th1, the target track calculation unit 130, for example, with the host vehicle C1 The final point Ye and the target trajectory T are corrected according to the possibility of a collision with the rear vehicle C2 (for example, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 when the host vehicle C1 finishes changing lanes). May be. For example, the target trajectory calculation unit 130 has, for example, a possibility that the collision between the host vehicle C1 and the rear vehicle C2 is greater than or equal to a predetermined possibility (for example, the host vehicle C1 and the rear at the time when the host vehicle C1 finishes changing the lane When the inter-vehicle distance to the vehicle C2 is less than a predetermined distance), the final point Ye and the target trajectory T may be corrected. In this case, for example, the other vehicle determination unit 120 determines whether or not the collision possibility between the own vehicle C1 and the rear vehicle C2 is greater than or equal to a predetermined possibility (for example, the own vehicle C1 has finished changing lanes). It is preferable to determine whether or not the inter-vehicle distance between the vehicle C1 and the rear vehicle C2 is less than a predetermined distance.

  However, the possibility of collision between the host vehicle C1 and the rear vehicle C2 (for example, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 when the host vehicle C1 completes the lane change) is determined by the rear vehicle C2. This is closely related to the required time tc1 required to catch up with the vehicle C1. That is, the possibility of collision between the host vehicle C1 and the rear vehicle C2 is relatively high (for example, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the host vehicle C1 finishes the lane change is relatively high. It is assumed that the time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 is relatively small. On the other hand, the possibility of collision between the host vehicle C1 and the rear vehicle C2 is relatively low (for example, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 at the time when the host vehicle C1 completes the lane change is relatively high. It is assumed that the required time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1 is relatively large. Therefore, the final point Ye according to the possibility of collision between the host vehicle C1 and the rear vehicle C2 (for example, the inter-vehicle distance between the host vehicle C1 and the rear vehicle C2 when the host vehicle C1 finishes changing lanes). The operation related to the correction of the target trajectory T is substantially the same as the operation related to the correction of the final point Ye and the target trajectory T corresponding to the time tc1 required for the rear vehicle C2 to catch up with the host vehicle C1.

(2-2) Second Operation Example of Lane Change Assist Control Next, with reference to FIGS. 5 to 7, a second operation example performed by the vehicle 1 of this embodiment (particularly, a second operation related to lane change assist control). The description will proceed with respect to (2 operation example).

(2-2-1) Example of Traveling Condition of Vehicle 1 First, an example of the traveling condition of the vehicle 1 when the second operation example related to the lane change assist control is performed will be described with reference to FIG. . FIG. 5 is a plan view showing an example of the traveling state of the vehicle 1 when the second operation example related to the lane change assist control is performed.

  As shown in FIG. 5, for example, the vehicle 1 traveling in the travel lane L1 (the own vehicle C1 in FIG. 5) changes the lane to the target lane LT that is the travel lane immediately to the right of the travel lane L1. When this is done (see the dashed-dotted line route in FIG. 5), the second operation example related to the lane change assist control of this embodiment is performed.

  In particular, the second operation example is an operation that is executed under a situation in which a forward vehicle C3 located in front of the host vehicle C1 along the traveling direction of the host vehicle C1 is traveling on the target lane LT. Here, when the forward vehicle C3 is traveling in the target lane LT, it is preferable that the lane change assist control is performed while maintaining smooth traveling of both the host vehicle C1 and the forward vehicle C3. Accordingly, the ECU 100 according to the present embodiment assists the lane change of the host vehicle C1 to the target lane LT, and the target track of the host vehicle C1 according to the traveling state of the front vehicle C3 traveling on the target lane LT. Is preferably calculated.

  However, while the lane change assist control is being executed so that the host vehicle C1 travels along the target trajectory once calculated, the traveling state of the front vehicle C3 may change. For example, the vehicle speed V3 of the preceding vehicle C3 may decrease while the lane change assist control is being executed so that the host vehicle C1 travels along the target trajectory once calculated. In this case, in the initially calculated target track, there is a possibility that the inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 at the time when the lane change is completed is relatively small. On the other hand, in order to maintain smooth travel of both the host vehicle C1 and the forward vehicle C3, the inter-vehicle distance between the host vehicle C1 and the forward vehicle C3 at the time of completion of the lane change is relatively large. It is preferable (for example, the own vehicle C1 and the preceding vehicle C3 are separated by a certain distance). Therefore, the ECU 100 according to the present embodiment monitors the time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3 in real time even during the lane change assist control according to the flowchart shown in FIG. By doing so, the target trajectory of the host vehicle C1 is recalculated.

  Note that FIG. 5 merely illustrates an example of the traveling situation, and there is no intention to exclude the presence of vehicles other than the host vehicle C1 and the preceding vehicle C3. However, it is preferable that the road on which the host vehicle C1 is traveling includes two or more lanes.

  In the following description, it is assumed that the vehicle speed of the host vehicle C1 is V1 and the vehicle speed of the front vehicle C3 is V3. Further, the description will be given assuming that the inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 is the current position of the preceding vehicle C3−the current position of the host vehicle C1 = Lb. Any parameter takes a positive value toward the front side in the traveling direction of the host vehicle C1.

(2-2-2) Flow of Second Operation Example Next, referring to FIG. 6, a second operation example performed by the vehicle 1 of the present embodiment (particularly, a second operation example related to lane change assist control). The flow will be described. FIG. 6 is a flowchart showing a flow of a second operation example (particularly, a second operation example related to lane change assist control) performed by the vehicle 1 of the present embodiment.

  In the following, for the sake of convenience of explanation, the flow of the first operation example performed by the host vehicle C1 in the traveling state shown in FIG. 5 will be described as an example. However, it is needless to say that the second operation example described below may be performed even if the vehicle 1 is different from the host vehicle C1 in the traveling state shown in FIG.

  In the following, for the sake of simplicity, the same operations as those described in the first operation example are denoted by the same step numbers, and detailed description thereof is omitted.

  As shown in FIG. 6, in the second operation example, the operations from step S111 to step S112 are performed as in the first operation example. That is, the situation recognition unit 110 recognizes the traveling situation of the host vehicle C1 (for example, the current position of the host vehicle C1) (step S111). In addition, the situation recognition unit 110 recognizes the road situation (for example, the shape of the travel lane, the number of travel lanes, and the like) at the current position where the host vehicle C1 is traveling (step S112).

  Following the operation of step S111 and step S112, the situation recognizing unit 110 of the preceding vehicle C3 traveling in the target lane LT based on the detection result of the vehicle detector 12, etc. A traveling situation (for example, the current position and vehicle speed of the forward vehicle C3) is recognized (step S213).

  Thereafter, also in the second operation example, the operations from step S131 to step S132 and from step S141 to step S142 are performed as in the first operation example. That is, the target track calculation unit 130 calculates the final point Ye of the target track T (that is, the point where the lane change of the host vehicle C1 ends, in other words, the point where the lane change of the host vehicle C1 ends) Ye (step S131). ). Thereafter, the target trajectory calculation unit 130 calculates a target trajectory T toward the final point Ye (step S132). Thereafter, the vehicle control unit 140 performs assist control (so-called lane change assist control) for assisting the lane change of the host vehicle C1 to the target lane LT (step S141). Hereinafter, the vehicle control unit 140 continues the lane change assist control until the lane change from the travel lane L1 of the host vehicle C1 to the target lane LT is completed (step S142).

  Further, in the second operation example, while the lane change assist control is performed by the vehicle control unit 140, the following operations from step S221 to step S222 and from step S233 to step S234 are appropriately performed.

  Specifically, the other vehicle determination unit 120 calculates a required time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3 (step S221). Here, the other vehicle determination unit 120 uses the following formula: required time tc2 = inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 / relative vehicle speed of the host vehicle C1 with respect to the preceding vehicle C3 = La / (V1-V3). Thus, the required time tc2 may be calculated. However, the other vehicle lane change determination unit 120 may calculate the required time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3 by other methods.

  Thereafter, the other vehicle determination unit 120 determines whether or not the required time tc2 calculated in step S221 is less than the predetermined threshold th2 (step S223). In addition, it is preferable that an appropriate value is appropriately set as the predetermined threshold th2 from the viewpoint of realizing smooth traveling of the host vehicle C1 and the preceding vehicle C3. For example, the predetermined threshold th2 has a relatively large inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 when the host vehicle C1 finishes changing lanes (for example, a predetermined distance or more). From the viewpoint of realizing the state, it is preferable that an appropriate value is set as appropriate. Note that the predetermined threshold th2 used in the second operation example may be the same as the predetermined threshold th1 used in the first operation example. Alternatively, the predetermined threshold th2 used in the second operation example may be different from the predetermined threshold th1 used in the first operation example.

  As a result of the determination in step S222, when it is determined that the required time tc2 is less than the predetermined threshold th2 (step S222: Yes), the host vehicle C1 is compared with the case where the required time tc2 is not less than the predetermined threshold th2. It is estimated that there is a possibility of catching up with the preceding vehicle C2 at a relatively early timing. That is, when it is determined that the required time tc2 is less than the predetermined threshold th2, the host vehicle C1 and the preceding vehicle C3 at the time when the lane change is completed are compared with the case where the required time tc2 is not less than the predetermined threshold th2. There is a possibility that the distance between the vehicles is relatively small.

  For this reason, when it is determined that the required time tc2 is less than the predetermined threshold th2 (step S222: Yes), the target trajectory calculation unit 130 corrects the final point Ye calculated in step S131 (step S233). Specifically, in order to realize a state in which the inter-vehicle distance between the host vehicle C1 and the forward vehicle C3 at the time when the lane change is completed, the target trajectory calculation unit 130 determines that the final point Ye is The final point Ye is corrected so as to move rearward by a predetermined correction amount dY2 along the traveling direction of the host vehicle C1. That is, the target trajectory calculation unit 130 corrects the final point Ye using a mathematical formula of Ye = Ye-dY2. At this time, the correction amount dY2 may be, for example, a value calculated from a mathematical formula: (relative vehicle speed of the host vehicle C1 with respect to the preceding vehicle C3) × (time t required to end the lane change based on the current time). . That is, the correction amount dY2 may be a value calculated from an equation (V1−V3) × t.

  Of course, it goes without saying that the correction amount dY2 may be calculated by other methods. That is, the target track calculation unit 130 realizes a state in which the inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 becomes relatively large (for example, a predetermined distance or more) when the lane change is completed. An arbitrary correction amount dY2 calculated from the viewpoint may be adopted.

  Thereafter, the target trajectory calculation unit 130 corrects the target trajectory T according to the final point Ye corrected in step S233 (step S234). That is, the target trajectory calculation unit 130 calculates the target trajectory T from the current position of the host vehicle C1 toward the corrected final point Ye (step S234). Also in step S234, the target trajectory calculation unit 130 corrects the target trajectory T (that is, newly calculates) in the same manner as in step S132.

  Here, the correction of the final point Ye and the target trajectory T will be described in more detail with reference to FIG. FIG. 7 is a plan view schematically showing how the final point Ye and the target trajectory T are corrected together with the traveling conditions of the host vehicle C1 and the rear vehicle C2.

  As shown in FIG. 7A, the host vehicle C1 follows the target trajectory T calculated in step S132 in FIG. 6 (that is, the target trajectory T toward the final point Ye calculated in step S131 in FIG. 6). The lane change shall be started.

  Thereafter, as shown in FIG. 7B, it is assumed that the vehicle speed V3 of the front vehicle C3 decreases while the host vehicle C1 is changing lanes along the target track T. Such a situation is likely to occur when the forward vehicle C3 is decelerating. As a result of the reduction in the vehicle speed of the preceding vehicle C3, it is assumed that the required time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3 is less than the predetermined threshold th2.

  Accordingly, as shown in FIG. 7C, the target trajectory calculation unit 130 sets the final point Ye so that the final point Ye moves backward by a predetermined correction amount dY2 along the traveling direction of the host vehicle C1. Correct it. In addition, the target trajectory calculation unit 130 corrects the target trajectory T. As a result, when the target track T is corrected, the inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 at the time when the lane change is completed may be larger than when the target track is not corrected. I understand.

  In FIG. 6 again, on the other hand, as a result of the determination in step S222, when it is determined that the required time tc2 is not less than the predetermined threshold th2 (step S222: No), the required time tc2 is less than the predetermined threshold th2. In comparison, it is estimated that the host vehicle C1 may catch up with the preceding vehicle C3 at a relatively late timing, or the host vehicle C1 cannot catch up with the preceding vehicle C3. That is, when it is determined that the required time tc2 is not less than the predetermined threshold th2, the host vehicle C1 and the preceding vehicle C3 at the time when the lane change is completed are compared with the case where the required time tc2 is less than the predetermined threshold th2. It is unlikely that the distance between the two is relatively small. Therefore, when it is determined that the required time tc2 is not less than the predetermined threshold th2 (step S222: No), the target trajectory calculation unit 130 does not have to correct the final point Ye of the target trajectory T. Therefore, the target trajectory calculation unit 130 does not have to correct the target trajectory T.

  When the target track T is corrected, the vehicle control unit 140 performs lane change assist control so that the host vehicle C1 travels along the target track T corrected in step S134 (step S141).

  As described above, in the second operation example, the ECU 100 changes the lane from the travel lane L1 toward the target lane LT based on the required time tc2 required for the host vehicle C1 to catch up with the forward vehicle C3. The final point Ye and the target trajectory T of the vehicle C1 can be corrected. More specifically, the ECU 100 determines that the final point Ye of the target track T is the own vehicle C1 in order to relatively increase the inter-vehicle distance between the own vehicle C1 and the preceding vehicle C3 when the lane change is completed. The final point Ye and the target trajectory T can be corrected so as to move backward along the traveling direction. Accordingly, when the target track T is corrected, the inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 at the time when the lane change is completed is larger than when the target track is not corrected. Therefore, even if the host vehicle C1 changes lanes when the required time tc2 required for the host vehicle C1 to catch up with the front vehicle C3 is less than the predetermined threshold th2, smooth travel of both the host vehicle C1 and the front vehicle C3 is possible. Realized. As a result, smooth traveling of other vehicles traveling around the host vehicle C1 and the preceding vehicle C3 is also indirectly realized.

  In the above description, the target trajectory calculation unit 130 determines whether the final point Ye and the time required for the host vehicle C1 to catch up with the preceding vehicle C3 are less than the predetermined threshold th2, according to the determination result. The target trajectory T is corrected. However, in addition to or instead of the determination result of whether or not the required time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3 is less than the predetermined threshold th2, the target track calculation unit 130, for example, with the host vehicle C1 The final point Ye and the target trajectory T are corrected according to the possibility of a collision with the preceding vehicle C3 (for example, the distance between the own vehicle C1 and the preceding vehicle C3 when the own vehicle C1 finishes changing lanes). May be. For example, the target trajectory calculation unit 130 has, for example, a possibility that the collision between the host vehicle C1 and the preceding vehicle C3 is equal to or greater than a predetermined possibility (for example, the host vehicle C1 and the front of the host vehicle C1 at the time when the host vehicle C1 ends the lane change When the inter-vehicle distance to the vehicle C3 is less than the predetermined distance), the final point Ye and the target trajectory T may be corrected. In this case, for example, the other vehicle determination unit 120 determines whether or not the collision possibility between the own vehicle C1 and the preceding vehicle C3 is equal to or greater than a predetermined possibility (for example, the own vehicle C1 has finished changing lanes). It is preferable to determine whether or not the inter-vehicle distance between the vehicle C1 and the forward vehicle C3 is less than a predetermined distance.

  However, the possibility of collision between the host vehicle C1 and the front vehicle C3 (for example, the inter-vehicle distance between the host vehicle C1 and the front vehicle C3 when the host vehicle C1 finishes changing lanes) This is closely related to the required time tc2 required to catch up with the vehicle C3. That is, the possibility of collision between the host vehicle C1 and the forward vehicle C3 is relatively high (for example, the inter-vehicle distance between the host vehicle C1 and the forward vehicle C3 at the time when the host vehicle C1 finishes the lane change is relatively high. It is assumed that the time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3 is relatively small. On the other hand, the possibility of collision between the host vehicle C1 and the preceding vehicle C3 is relatively low (for example, the inter-vehicle distance between the host vehicle C1 and the preceding vehicle C3 at the time when the host vehicle C1 finishes the lane change is relatively high. It is assumed that the required time tc2 required for the host vehicle C1 to catch up with the forward vehicle C3 is relatively large. Therefore, the final point Ye according to the possibility of collision between the host vehicle C1 and the forward vehicle C3 (for example, the inter-vehicle distance between the host vehicle C1 and the forward vehicle C3 when the host vehicle C1 finishes changing lanes). The operation related to the correction of the target trajectory T is substantially the same as the operation related to the correction of the final point Ye and the target trajectory T corresponding to the time tc2 required for the host vehicle C1 to catch up with the preceding vehicle C3.

  The ECU 100 may perform the first operation example and the second operation example in parallel or simultaneously. Alternatively, the ECU 100 may selectively perform one of the first operation example and the second operation example. However, when the rear vehicle C2 does not exist, the ECU 100 may not perform the first operation example. Similarly, however, when the forward vehicle C3 does not exist, the ECU 100 may not perform the second operation example.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

1 Vehicle 11 GPS Receiver 12 Vehicle Detector 13 Memory 100 ECU
DESCRIPTION OF SYMBOLS 110 Situation recognition part 120 Other vehicle determination part 130 Target track | orbit calculation part 140 Vehicle control part C1 Own vehicle C2 Rear vehicle C3 Front vehicle L1 Traveling lane LT Target lane

Claims (4)

A travel support device for assisting the traveling of the host vehicle trying to change lanes from a first lane to a second lane different from the first lane,
Calculating means for calculating a target track of the host vehicle when changing lanes from the first lane to the second lane;
Supporting means for supporting the traveling of the host vehicle so that the host vehicle travels along the target track calculated by the calculating unit;
While the support means supports the traveling of the host vehicle, the time required for the host vehicle to catch up with the preceding vehicle traveling in the second lane so as to precede the host vehicle is less than a predetermined threshold. In this case, the calculation means recalculates the target track so that the final destination point of the target track moves rearward along the traveling direction of the host vehicle. . The calculation means calculates the target track so that an inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or greater than a predetermined distance when the host vehicle reaches the final destination point of the target track. The driving support device according to claim 1 , wherein the driving support device is corrected. While the support means supports the traveling of the host vehicle, the time required for the rear vehicle traveling in the second lane from behind the host vehicle to catch up with the host vehicle is less than a predetermined threshold. In this case, the calculation means recalculates the target track so that the final destination point of the target track moves forward along the traveling direction of the host vehicle.Claim 1 or 2Driving support device. The calculating means calculates the target track so that an inter-vehicle distance between the host vehicle and the rear vehicle when the host vehicle reaches the final destination point of the target track is equal to or greater than a predetermined distance. The driving support device according to claim 3 , wherein the driving support device is corrected.

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